US20160339752A1 - Vehicle energy management system with tether for tire and wheel assembly - Google Patents
Vehicle energy management system with tether for tire and wheel assembly Download PDFInfo
- Publication number
- US20160339752A1 US20160339752A1 US14/714,870 US201514714870A US2016339752A1 US 20160339752 A1 US20160339752 A1 US 20160339752A1 US 201514714870 A US201514714870 A US 201514714870A US 2016339752 A1 US2016339752 A1 US 2016339752A1
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- United States
- Prior art keywords
- wheel
- opening
- vehicle
- tire
- tether
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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- 229910000838 Al alloy Inorganic materials 0.000 claims description 13
- 229910000831 Steel Inorganic materials 0.000 claims description 7
- 238000005266 casting Methods 0.000 claims description 7
- 239000010959 steel Substances 0.000 claims description 7
- 230000004888 barrier function Effects 0.000 description 9
- 210000003195 fascia Anatomy 0.000 description 1
- 239000006223 plastic coating Substances 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/08—Front or rear portions
- B62D25/16—Mud-guards or wings; Wheel cover panels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/001—Suspension arms, e.g. constructional features
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/02—Resilient suspensions for a single wheel with a single pivoted arm
- B60G3/04—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially transverse to the longitudinal axis of the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B9/00—Wheels of high resiliency, e.g. with conical interacting pressure-surfaces
- B60B9/02—Wheels of high resiliency, e.g. with conical interacting pressure-surfaces using springs resiliently mounted bicycle rims
- B60B9/10—Wheels of high resiliency, e.g. with conical interacting pressure-surfaces using springs resiliently mounted bicycle rims of rubber or the like
- B60B9/14—Wheels of high resiliency, e.g. with conical interacting pressure-surfaces using springs resiliently mounted bicycle rims of rubber or the like with means limiting relative lateral movements between hub and remainder of wheel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/12—Arrangement of engine supports
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/18—Steering knuckles; King pins
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B2340/00—Wheel transporting, Mounting of wheels
- B60B2340/50—Wheel mounting or removal devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/18—Resilient suspensions characterised by arrangement, location or kind of springs having torsion-bar springs only
- B60G11/182—Resilient suspensions characterised by arrangement, location or kind of springs having torsion-bar springs only arranged in a plane oblique to the longitudinal axis of the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/40—Indexing codes relating to the wheels in the suspensions
- B60G2200/462—Toe-in/out
- B60G2200/4622—Alignment adjustment
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/016—Constructional features of suspension elements, e.g. arms, dampers, springs allowing controlled deformation during collision
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
- B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
- B60G2206/10—Constructional features of arms
- B60G2206/11—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link
Definitions
- the present teachings generally include a vehicle energy management system positioned in a wheel cavity.
- Vehicles are often equipped with various components configured to manage the energy of an applied force.
- a bumper may be attached to frame rails to manage energy applied to the bumper.
- An energy management system for a vehicle is configured to limit movement of a tire and wheel assembly in a wheel cavity under a predetermined load offset from a longitudinal centerline of the vehicle. More specifically, the vehicle has a wheel well structure that defines the wheel cavity.
- the energy management system includes a tether attached to the tire and wheel assembly. The tether is configured to limit movement of the tire and wheel assembly within the wheel cavity under a predetermined load that is applied to the vehicle forward of the tire and wheel assembly and offset from a longitudinal centerline of the vehicle.
- the tether is attached to a lower control arm of the vehicle that is operatively connected to the wheel, and is also attached to a steering knuckle of the vehicle.
- the steering knuckle may have a first opening and the lower control arm may have a boss with a second opening.
- the tether is operatively connected to the steering knuckle at the first opening and to the lower control arm at the second opening.
- the tether is attached to an engine cradle of the vehicle and to the steering knuckle.
- the steering knuckle has a first opening and the engine cradle has a boss with a second opening.
- the tether has a first end operatively connected to the steering knuckle at the first opening and a second end operatively connected to the engine cradle at the second opening
- the tether may include a cable portion, a first end connector connected to a first end of the cable portion, and a second end connector connected to a second end of the cable portion.
- the first end connector may have a first lug configured to align with the first opening in the steering knuckle, and the second end connector has a second lug configured to align with the second opening in the lower control arm in one embodiment, or in the engine cradle in another embodiment.
- FIG. 1 is a schematic illustration in top view of a vehicle with a barrier shown in fragmentary phantom view contacting the vehicle at an offset from the center longitudinal axis of the vehicle.
- FIG. 2 is a schematic illustration in fragmentary bottom view of the vehicle and barrier of FIG. 1 and showing a first embodiment of an energy management system with a tether in a wheel cavity.
- FIG. 3 is a schematic illustration in fragmentary bottom view of the vehicle of FIG. 2 with the tether limiting movement of the tire and wheel assembly when the barrier engages the vehicle.
- FIG. 4 is a schematic illustration of the tether of FIGS. 2 and 3 .
- FIG. 5 is a schematic illustration in fragmentary perspective view of a portion of the vehicle of FIG. 1 showing the energy management system with the tether attached to an engine cradle and to a steering knuckle.
- FIG. 6 is a schematic illustration in fragmentary perspective view of a portion of the vehicle of FIG. 1 with an alternative embodiment of an energy management system with a tether attached to a lower control arm and to the steering knuckle.
- FIG. 7 is a schematic illustration in fragmentary perspective view of a portion of a boss of an engine cradle of FIG. 5 with a bolt extending in an opening of the boss.
- FIG. 8 is a schematic illustration in fragmentary perspective view of a lower control arm with a boss and an opening.
- FIG. 1 shows a vehicle 10 that has a longitudinal center axis C.
- a front end 12 of the vehicle 10 is shown at a moment when initially contacted by a barrier 14 that is laterally offset from the longitudinal center axis C.
- a rearward-directed load F of the barrier 14 is generally outboard of a longitudinally-extending frame rail 16 shown in the bottom view of FIG. 2 , and initially engages only an outboard portion of a bumper 18 supported on the frame rail 16 .
- An engine cradle 17 is supported on the frame rail 16 and supports an engine (not shown).
- the rearward-directed load F is also generally outboard of the engine cradle 17 .
- the term “outboard” refers to a position of a component further from the center of the vehicle 10 than an inboard position. A component is laterally-outboard relative to another component if it is further laterally from the longitudinal center axis C.
- FIG. 2 a fascia and body structure of the vehicle 10 are removed, and the barrier 14 is shown just prior to contacting the vehicle 10 .
- a tire and wheel assembly 19 is in a direct path of the barrier 14 .
- the tire and wheel assembly 19 includes a tire 20 shown only in phantom, a wheel 22 on which the tire 20 is mounted, a steering knuckle 23 connected to the wheel, and a caliper and rotor assembly (not shown) operatively connected to the wheel 22 as is understood by those skilled in the art.
- the tire and wheel assembly 19 is positioned in a wheel cavity 24 formed and defined by wheel well structure 26 of the vehicle 10 , as best shown in FIG. 2 .
- the wheel well structure 26 may include various interconnected body components of the vehicle 10 , as is understood by those skilled in the art.
- the wheel well structure 26 may also be referred to as wheelhouse structure.
- the vehicle 10 has an energy management system 30 operatively positioned in the wheel cavity 24 .
- the energy management system 30 is configured to limit movement of the tire and wheel assembly 19 in the wheel cavity 24 .
- the energy management system 30 may limit movement of the tire and wheel assembly 19 rearward of the wheel well structure 26 under a predetermined load F, such as a load F having a magnitude of 350 kilonewtons (kN) to 400 kN.
- the energy management system 30 limits or prevents movement of the tire and wheel assembly 19 rearward of line 34 shown in FIGS. 1 and 3 .
- Line 34 is generally perpendicular to the longitudinal center axis C and may represent a forward portion of body structure, such as including wheel well structure 26 shown in FIG. 2 , that extends generally across a width of the vehicle 10 and may establish a forward boundary of a passenger compartment.
- line 34 can be referred to as a dash panel, or a panel that separates a front compartment, such as an engine compartment, from a passenger compartment.
- the energy management system 30 includes a tether 32 attached to the tire and wheel assembly 19 . More specifically, the tether 32 is attached to the steering knuckle 23 and the engine cradle 17 .
- FIG. 4 shows the tether 32 includes a high strength cable portion 36 that may be a stranded wire covered by a plastic coating.
- the tether 32 further includes a first end connector 42 connected to a first end 44 of the cable portion 36 .
- the first end connector 42 can be crimped to the cable portion 36 at the first end 44 .
- the tether 32 has a second end connector 46 connected to a second end 48 of the cable portion 36 .
- the second end connector 46 can be crimped to the cable portion 36 at the second end 48 .
- the first end connector 42 has a first lug 50 and the second end connector 46 has a second lug 52 .
- Bolts 54 A, 54 B with threaded shafts extend through openings 56 A, 56 B in the respective lugs 50 , 52 .
- the first end connector 42 attaches to the steering knuckle 23 by the bolt 54 A.
- the steering knuckle 23 has a first opening 60 .
- the steering knuckle 23 is a cast Aluminum alloy, but is not limited to such, the first opening 60 is drilled, and threads are tapped in the steering knuckle 23 .
- the opening 56 A of the first lug 50 aligns with the first opening 60 .
- the bolt 54 A extends through the opening 56 A in the first lug 50 and into the first opening 60 to attach the tether 32 to the steering knuckle 23 at the first opening 60 .
- the engine cradle 17 has a boss 62 with an opening 64 referred to herein as a second opening.
- the engine cradle 17 is an Aluminum alloy that is cast, such as a forged casting, or is a stamped steel, and the boss 62 can be formed integrally with the engine cradle 17 .
- the second opening 64 is drilled, and threads 66 are tapped in the boss 62 .
- the bolt 54 B is shown extending into the opening 64 .
- the lug 52 of the tether 32 is not shown in FIG. 7 , but would be attached to the engine cradle 17 by the bolt 54 B, as shown in FIG. 5 . More specifically, the bolt 54 B extends through the opening 56 B in the second lug 52 and into the second opening 64 of the engine cradle 17 to attach the tether 32 to the engine cradle 17 at the second opening 64 .
- FIG. 6 shows the vehicle 10 with a different embodiment of an energy management system 130 that includes a tether 132 .
- the engine cradle 17 is not shown in FIG. 6 .
- the vehicle 10 includes a lower control arm 170 that is part of a vehicle steering system, as is understood by those skilled in the art.
- the lower control arm 170 is attached to the steering knuckle 23 at a first joint 172 , and is attached to the engine cradle 17 (not shown in FIG. 6 ) at a second joint 174 (as shown in FIG. 5 ).
- the tether 132 is alike in all aspects to the tether 32 described with respect to FIG.
- the tether 132 includes the same first and second connector portions 42 , 46 with respective lugs 50 , 52 having respective openings 56 A, 56 B for bolts 54 A, 54 B.
- the tether 132 is attached at a second opening 164 in the lower control arm 170 that is much closer to the first opening 60 of the steering knuckle 23 than is the second opening 64 of the engine cradle 17 in the embodiment of FIG. 4 . Accordingly, the tether 132 is shorter than the tether 32 .
- the lower control arm 170 has a boss 162 and the second opening 164 is in the boss 162 .
- the lower control arm 170 is an Aluminum alloy that is cast, such as a forged casting, or is stamped steel. If the lower control arm 170 is cast, the boss 162 can be cast integrally with the lower control arm 170 .
- the second opening 164 is drilled, and threads 166 are tapped in the boss 162 .
- the opening 56 A (indicated in FIG. 4 ) of the first lug 50 is aligned with the first opening 60 of the steering knuckle 23 , and the opening 56 B (indicated in FIG.
- the second lug 52 is aligned with the second opening 164 of the lower control arm 170 .
- the bolt 54 B extends through the opening 56 B (indicated in FIG. 4 ) in the second lug 52 and into the second opening 164 of the lower control arm 170 to attach the tether 132 to the lower control arm 170 at the second opening 164 .
- the lower control arm 170 moves with the steering knuckle 23 relative to the engine cradle 17 as the steering knuckle 23 articulates up and down as the vehicle 10 is driven. Both the lower control arm 170 and the steering knuckle 23 articulate generally together relative to the engine cradle 17 and the body structure of the vehicle 10 , such as the wheel well structure 26 . There is thus less relative movement between the lugs 50 , 52 of the tether 132 during standard driving conditions, i.e., when the barrier 14 is not engaged with the vehicle 10 , than if the ends of the tether 132 were connected to components that do not articulate together.
- the relatively short cable portion 136 will restrict movement of the steering knuckle 23 and the other components of the tire and wheel assembly 19 in the wheel cavity 24 relative to the lower control arm 170 to a greater degree than a tether with a longer cable portion.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Vehicle Body Suspensions (AREA)
- Body Structure For Vehicles (AREA)
Abstract
Description
- The present teachings generally include a vehicle energy management system positioned in a wheel cavity.
- Vehicles are often equipped with various components configured to manage the energy of an applied force. For example, a bumper may be attached to frame rails to manage energy applied to the bumper.
- An energy management system for a vehicle is configured to limit movement of a tire and wheel assembly in a wheel cavity under a predetermined load offset from a longitudinal centerline of the vehicle. More specifically, the vehicle has a wheel well structure that defines the wheel cavity. The energy management system includes a tether attached to the tire and wheel assembly. The tether is configured to limit movement of the tire and wheel assembly within the wheel cavity under a predetermined load that is applied to the vehicle forward of the tire and wheel assembly and offset from a longitudinal centerline of the vehicle.
- In one embodiment, the tether is attached to a lower control arm of the vehicle that is operatively connected to the wheel, and is also attached to a steering knuckle of the vehicle. The steering knuckle may have a first opening and the lower control arm may have a boss with a second opening. The tether is operatively connected to the steering knuckle at the first opening and to the lower control arm at the second opening.
- In another embodiment, the tether is attached to an engine cradle of the vehicle and to the steering knuckle. For example, the steering knuckle has a first opening and the engine cradle has a boss with a second opening. The tether has a first end operatively connected to the steering knuckle at the first opening and a second end operatively connected to the engine cradle at the second opening
- The tether may include a cable portion, a first end connector connected to a first end of the cable portion, and a second end connector connected to a second end of the cable portion. The first end connector may have a first lug configured to align with the first opening in the steering knuckle, and the second end connector has a second lug configured to align with the second opening in the lower control arm in one embodiment, or in the engine cradle in another embodiment.
- The above features and advantages and other features and advantages of the present teachings are readily apparent from the following detailed description of the best modes for carrying out the present teachings when taken in connection with the accompanying drawings.
-
FIG. 1 is a schematic illustration in top view of a vehicle with a barrier shown in fragmentary phantom view contacting the vehicle at an offset from the center longitudinal axis of the vehicle. -
FIG. 2 is a schematic illustration in fragmentary bottom view of the vehicle and barrier ofFIG. 1 and showing a first embodiment of an energy management system with a tether in a wheel cavity. -
FIG. 3 is a schematic illustration in fragmentary bottom view of the vehicle ofFIG. 2 with the tether limiting movement of the tire and wheel assembly when the barrier engages the vehicle. -
FIG. 4 is a schematic illustration of the tether ofFIGS. 2 and 3 . -
FIG. 5 is a schematic illustration in fragmentary perspective view of a portion of the vehicle ofFIG. 1 showing the energy management system with the tether attached to an engine cradle and to a steering knuckle. -
FIG. 6 is a schematic illustration in fragmentary perspective view of a portion of the vehicle ofFIG. 1 with an alternative embodiment of an energy management system with a tether attached to a lower control arm and to the steering knuckle. -
FIG. 7 is a schematic illustration in fragmentary perspective view of a portion of a boss of an engine cradle ofFIG. 5 with a bolt extending in an opening of the boss. -
FIG. 8 is a schematic illustration in fragmentary perspective view of a lower control arm with a boss and an opening. - Referring to the drawings, wherein like reference numbers refer to like components throughout the several views,
FIG. 1 shows avehicle 10 that has a longitudinal center axis C. Afront end 12 of thevehicle 10 is shown at a moment when initially contacted by abarrier 14 that is laterally offset from the longitudinal center axis C. Because thebarrier 14 is offset from the longitudinal center axis, a rearward-directed load F of thebarrier 14, represented by a rearward arrow, is generally outboard of a longitudinally-extendingframe rail 16 shown in the bottom view ofFIG. 2 , and initially engages only an outboard portion of abumper 18 supported on theframe rail 16. Anengine cradle 17 is supported on theframe rail 16 and supports an engine (not shown). The rearward-directed load F is also generally outboard of theengine cradle 17. As used herein, the term “outboard” refers to a position of a component further from the center of thevehicle 10 than an inboard position. A component is laterally-outboard relative to another component if it is further laterally from the longitudinal center axis C. - In
FIG. 2 , a fascia and body structure of thevehicle 10 are removed, and thebarrier 14 is shown just prior to contacting thevehicle 10. As is apparent inFIGS. 1 and 2 , a tire andwheel assembly 19 is in a direct path of thebarrier 14. The tire andwheel assembly 19 includes atire 20 shown only in phantom, awheel 22 on which thetire 20 is mounted, asteering knuckle 23 connected to the wheel, and a caliper and rotor assembly (not shown) operatively connected to thewheel 22 as is understood by those skilled in the art. - The tire and
wheel assembly 19 is positioned in awheel cavity 24 formed and defined bywheel well structure 26 of thevehicle 10, as best shown inFIG. 2 . Thewheel well structure 26 may include various interconnected body components of thevehicle 10, as is understood by those skilled in the art. Thewheel well structure 26 may also be referred to as wheelhouse structure. - In order to limit movement of the tire and
wheel assembly 19 in thewheel cavity 24 under loading by load F, thevehicle 10 has anenergy management system 30 operatively positioned in thewheel cavity 24. Theenergy management system 30 is configured to limit movement of the tire andwheel assembly 19 in thewheel cavity 24. For example, theenergy management system 30 may limit movement of the tire andwheel assembly 19 rearward of thewheel well structure 26 under a predetermined load F, such as a load F having a magnitude of 350 kilonewtons (kN) to 400 kN. For example, theenergy management system 30 limits or prevents movement of the tire andwheel assembly 19 rearward ofline 34 shown inFIGS. 1 and 3 .Line 34 is generally perpendicular to the longitudinal center axis C and may represent a forward portion of body structure, such as includingwheel well structure 26 shown inFIG. 2 , that extends generally across a width of thevehicle 10 and may establish a forward boundary of a passenger compartment. For example,line 34 can be referred to as a dash panel, or a panel that separates a front compartment, such as an engine compartment, from a passenger compartment. - In the embodiment of
FIGS. 1-3, 5, and 7-8 , theenergy management system 30 includes atether 32 attached to the tire andwheel assembly 19. More specifically, thetether 32 is attached to thesteering knuckle 23 and theengine cradle 17.FIG. 4 shows thetether 32 includes a highstrength cable portion 36 that may be a stranded wire covered by a plastic coating. Thetether 32 further includes afirst end connector 42 connected to afirst end 44 of thecable portion 36. For example, thefirst end connector 42 can be crimped to thecable portion 36 at thefirst end 44. Thetether 32 has asecond end connector 46 connected to asecond end 48 of thecable portion 36. For example, thesecond end connector 46 can be crimped to thecable portion 36 at thesecond end 48. Thefirst end connector 42 has afirst lug 50 and thesecond end connector 46 has asecond lug 52. Bolts 54A, 54B with threaded shafts extend throughopenings respective lugs - As best shown in
FIG. 5 , thefirst end connector 42 attaches to thesteering knuckle 23 by thebolt 54A. Thesteering knuckle 23 has afirst opening 60. In the embodiment shown, thesteering knuckle 23 is a cast Aluminum alloy, but is not limited to such, thefirst opening 60 is drilled, and threads are tapped in thesteering knuckle 23. The opening 56A of thefirst lug 50 aligns with thefirst opening 60. Thebolt 54A extends through the opening 56A in thefirst lug 50 and into the first opening 60 to attach thetether 32 to thesteering knuckle 23 at the first opening 60. - With reference to
FIG. 7 , theengine cradle 17 has aboss 62 with anopening 64 referred to herein as a second opening. In the embodiment shown, theengine cradle 17 is an Aluminum alloy that is cast, such as a forged casting, or is a stamped steel, and theboss 62 can be formed integrally with theengine cradle 17. Thesecond opening 64 is drilled, andthreads 66 are tapped in theboss 62. InFIG. 7 , thebolt 54B is shown extending into theopening 64. Thelug 52 of thetether 32 is not shown inFIG. 7 , but would be attached to theengine cradle 17 by thebolt 54B, as shown inFIG. 5 . More specifically, thebolt 54B extends through theopening 56B in thesecond lug 52 and into thesecond opening 64 of theengine cradle 17 to attach thetether 32 to theengine cradle 17 at thesecond opening 64. -
FIG. 6 shows thevehicle 10 with a different embodiment of anenergy management system 130 that includes atether 132. Theengine cradle 17 is not shown inFIG. 6 . Thevehicle 10 includes alower control arm 170 that is part of a vehicle steering system, as is understood by those skilled in the art. Thelower control arm 170 is attached to thesteering knuckle 23 at a first joint 172, and is attached to the engine cradle 17 (not shown inFIG. 6 ) at a second joint 174 (as shown inFIG. 5 ). Thetether 132 is alike in all aspects to thetether 32 described with respect toFIG. 4 , except thecable portion 36 is replaced with a muchshorter cable portion 136, as thetether 132 is attached to thelower control arm 170 instead of theengine cradle 17. Thetether 132 includes the same first andsecond connector portions respective lugs respective openings bolts tether 132 is attached at asecond opening 164 in thelower control arm 170 that is much closer to thefirst opening 60 of thesteering knuckle 23 than is thesecond opening 64 of theengine cradle 17 in the embodiment ofFIG. 4 . Accordingly, thetether 132 is shorter than thetether 32. - With reference to
FIG. 8 , thelower control arm 170 has aboss 162 and thesecond opening 164 is in theboss 162. In the embodiment shown, thelower control arm 170 is an Aluminum alloy that is cast, such as a forged casting, or is stamped steel. If thelower control arm 170 is cast, theboss 162 can be cast integrally with thelower control arm 170. Thesecond opening 164 is drilled, andthreads 166 are tapped in theboss 162. Theopening 56A (indicated inFIG. 4 ) of thefirst lug 50 is aligned with thefirst opening 60 of thesteering knuckle 23, and theopening 56B (indicated inFIG. 4 ) of thesecond lug 52 is aligned with thesecond opening 164 of thelower control arm 170. Thebolt 54B extends through theopening 56B (indicated inFIG. 4 ) in thesecond lug 52 and into thesecond opening 164 of thelower control arm 170 to attach thetether 132 to thelower control arm 170 at thesecond opening 164. - The
lower control arm 170 moves with thesteering knuckle 23 relative to theengine cradle 17 as thesteering knuckle 23 articulates up and down as thevehicle 10 is driven. Both thelower control arm 170 and thesteering knuckle 23 articulate generally together relative to theengine cradle 17 and the body structure of thevehicle 10, such as thewheel well structure 26. There is thus less relative movement between thelugs tether 132 during standard driving conditions, i.e., when thebarrier 14 is not engaged with thevehicle 10, than if the ends of thetether 132 were connected to components that do not articulate together. Accordingly, the relativelyshort cable portion 136 will restrict movement of thesteering knuckle 23 and the other components of the tire andwheel assembly 19 in thewheel cavity 24 relative to thelower control arm 170 to a greater degree than a tether with a longer cable portion. - While the best modes for carrying out the many aspects of the present teachings have been described in detail, those familiar with the art to which these teachings relate will recognize various alternative aspects for practicing the present teachings that are within the scope of the appended claims.
Claims (24)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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US14/714,870 US9522584B2 (en) | 2015-05-18 | 2015-05-18 | Vehicle energy management system with tether for tire and wheel assembly |
CN201610280559.3A CN106167053B (en) | 2015-05-18 | 2016-04-29 | With the vehicle energy management system for tire and the tethers of vehicle wheel component |
DE102016208045.8A DE102016208045B4 (en) | 2015-05-18 | 2016-05-10 | ENERGY MANAGEMENT SYSTEM FOR A VEHICLE WITH A MOUNT FOR A COMPLETE WHEEL AND VEHICLE WITH SUCH AN ENERGY MANAGEMENT SYSTEM |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US14/714,870 US9522584B2 (en) | 2015-05-18 | 2015-05-18 | Vehicle energy management system with tether for tire and wheel assembly |
Publications (2)
Publication Number | Publication Date |
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US20160339752A1 true US20160339752A1 (en) | 2016-11-24 |
US9522584B2 US9522584B2 (en) | 2016-12-20 |
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US14/714,870 Active US9522584B2 (en) | 2015-05-18 | 2015-05-18 | Vehicle energy management system with tether for tire and wheel assembly |
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US (1) | US9522584B2 (en) |
CN (1) | CN106167053B (en) |
DE (1) | DE102016208045B4 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
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US20180126814A1 (en) * | 2016-11-04 | 2018-05-10 | Benteler Automobiltechnik Gmbh | Wheel suspension system with a control arm |
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US11247523B2 (en) | 2019-11-11 | 2022-02-15 | Toyota Motor Engineering & Manufacturing North America, Inc. | Systems and methods for controlling wheel motion during a collision |
US11584440B2 (en) * | 2020-05-06 | 2023-02-21 | Toyota Motor Engineering & Manufacturing North America, Inc. | Active retractor device for controlling wheel motion during crash |
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US4951959A (en) * | 1988-03-01 | 1990-08-28 | Mazda Motor Corporation | Suspension systems for vehicles |
GB2327649B (en) | 1997-05-30 | 2001-08-15 | Andrew David Sumner | Suspension safety system |
WO2002040298A1 (en) | 2000-11-18 | 2002-05-23 | Bayerische Motoren Werke Aktiengesellschaft | Motor vehicle, in particular, a racing vehicle comprising a securing cable |
DE10113098B4 (en) | 2001-03-17 | 2012-10-25 | Volkswagen Ag | Safety device on a vehicle for the protection of vehicle occupants in the event of a frontal collision |
DE102009035320A1 (en) * | 2009-07-30 | 2011-02-03 | Audi Ag | Wheel housing body shell for structure of body of passenger car, has inner and outer components for forming support structure that comprises hollow space, where vehicle component is arranged in hollow space |
DE102011004105A1 (en) * | 2011-02-15 | 2012-08-16 | Bayerische Motoren Werke Aktiengesellschaft | vehicle body |
US9783152B2 (en) * | 2011-10-11 | 2017-10-10 | GM Global Technology Operations LLC | Vehicle impact reduction structure |
DE102012007889A1 (en) | 2012-04-23 | 2013-10-24 | Daimler Ag | Protective device of a motor vehicle |
CN102730083A (en) * | 2012-07-20 | 2012-10-17 | 上汽通用五菱汽车股份有限公司 | Reinforcement structure between front wheel casing and longitudinal beam and vehicle body adopting same |
DE102012017999B4 (en) * | 2012-09-12 | 2015-10-29 | Audi Ag | Safety device on a vehicle and associated vehicle |
DE102015210296B4 (en) | 2015-06-03 | 2017-04-20 | Volkswagen Aktiengesellschaft | Crash device for a motor vehicle |
-
2015
- 2015-05-18 US US14/714,870 patent/US9522584B2/en active Active
-
2016
- 2016-04-29 CN CN201610280559.3A patent/CN106167053B/en active Active
- 2016-05-10 DE DE102016208045.8A patent/DE102016208045B4/en active Active
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20180126814A1 (en) * | 2016-11-04 | 2018-05-10 | Benteler Automobiltechnik Gmbh | Wheel suspension system with a control arm |
US10603969B2 (en) * | 2016-11-04 | 2020-03-31 | Benteler Automobiltechnik Gmbh | Wheel suspension system with a control arm |
Also Published As
Publication number | Publication date |
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CN106167053B (en) | 2018-12-14 |
US9522584B2 (en) | 2016-12-20 |
DE102016208045B4 (en) | 2022-05-25 |
DE102016208045A1 (en) | 2016-11-24 |
CN106167053A (en) | 2016-11-30 |
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